06/28/2011 12:27 8163294166 SAD PAGE 02/08 

& 'sMTnSmell Airplane Directoraw 

901 Locust 

Kansas City, Missouri 64106 

U.S. DeportmenT 

Federal AvioNon 

Administration 

Jmts zc: 

Mr. Stephen Saint 

president 

Indigenous Peoples Technology and Education Center, Inc (ITEC) 

10575 SW 147* Circle 

punnellon, FL 34432 

pear Mr. Saint: 

Weareenclosingagrant of your petition submitted on December 3, 2010, on behalf of 

indigenous Peoples Technology and Education Center, Inc. (ITEC) for an exemption from 

the requirements of § 21.190(c)(2) of Title 14, Code of Federal Regulations (14 CFR). This 

exemption permits the ITEC Maverick powered parachute (PPC) to be eligible for the 

issuance of a special airworthiness certificate in the light-sport category even though the 

aiTcnr^ft exceeds a maxinram takeoff-weight of 1,320 pounds (600 kilograms) for aircraft not 

intended for operation on water. 

If you have any questions., you may call Mr. Terry Chasteen, Light-Sport Aircraft Program 

Manager at the FAA Small Airplane Directorate, (816) 329-4147. 

Sincerely, 

Jjarl Lawrence, Manager 

Small Airplane Directorate 

Aircraft Certification Service 

Enclosure 
06/28/2011 12:27 B163294106 SAD PAGE 03/08 

Exemption No. 10299 

UlNITED STATES OF AMERICA 

DEPAkxMENT OF TRANSPORTATION 

FEDERIA L AVIATION ADMINISTRATION 

I WASHINGTON, DC 20591 

In the matter of the petition of 

Indigenous Peoples Technology and 

Education Center, Inc. (ITEC) 

for an exemption from § 21.190(c)(2) of 

Title 14, Code of Federal Regulaitions 

Regulatory Docket No. FAA-2010-1221 

GRANT OF EXEMPTION 

By letter dated December 3, 2010, Mr. Stephen Saint, Indigenous Peoples Technology and 

Education Center, Inc. (ITEC), lb575 SW 147*^ Circle, Diuinellon, FL 34432, petitioned the 

Federal Aviation Administration (FAA) for an exemption from § 21.190(c)(2) of Title 14, Code 

ofFederal Regulations (14 CFR), The proposed exemption, if granted, would pennit the ITEC 

Maverick powered parachute (PPC) to be eHgible for the issuance of a special airworthiness 

certificate in the light-sport category even though the aircraft exceeds a maximum takeoff weight 

of 1,320 pounds (600 kilograms) for aircraft not intended for operation on water. 

Tbe petitioner requests relief from the following regulation: 

The petitioner requests an exemption firom § 21.190(c)(2), which prescribes that: 

(c) Manufacturer's statement of compliance for light-sport category aircraft. The 

manufacturer's statement |of compliance required in paragraph (b)(l)(iii) of this section 

must— j 

(2) State that the aircraft meets the provisions of the identified consensus 

standard; 

The petitioner supports its reqiiest with the following information: 

The petitioner seeks airwortliiness certification in the special light-sport aircraft category 

under the American Society of Testing and Materials (ASTM) light-sport PPC consensus 

standards for its Maverick readable aircraft. ITEC, as the developer the Maverick, is 

requesting an exemption from the current restriction of a maximum takeoff weight 

(MTOW) for aircraft not mtended for operation on water to allow it to include the 
06/28/2011 12:27 B163294106 SAD PAGE 04/08 

structures, systems, and instruments required by the local State Department of Motor 

Vehicles (DMV) for the aircraft to safely operate on public roads. The petitioner states 

that in order to meet these design requirements and still maintain a suitable useful load 

for flight operations, the Maverick will require a MTOW of 1,430 pounds (650 

kilograms), which is the same MTOW for an LSA intended for operation on water. 

The petitioner states that the Federal Motor Vehicles Safety Standards (FMVSS) were 

established for major motor vehicle manufacturers. TTEC states the standards are 

incredibly complex and would be virtually impossible for a low volume vehicle 

manufacturer to meet. ITEC also notes that many states have developed numerous 

exemptions from the FMVSS to allow the development and sale of vehicles designed for 

specialty uses. ITEC states that tbe "kit car" exemption is one good example of such an 

exemption. 

The petitioner states the Maverick PPC was designed to be operated safely on public 

roads at highway speeds, off-road, and in the air. The petitioner states it would not only 

be prohibitively complex to attempt to meet all the FMVSS on a vehicle such as the 

Maverick, but it would also result in a vehicle that would be exorbitantly expensive and 

extremely heavy. ITEC asserts that meeting all FMVSS is beyond the realm of feasibility 

for a road capable PPC that is privately funded and manufactured in small quantities. 

(TEC states that it has designed this first practical multi-medium PPC to be ground 

licensed under allowed exemptions to the FMVSS (i.e., "kit car"). ITEC anticipates that 

-there will come a time when there will be a special vehicle safety standard for ''multimedium" vehicles. In the meantime, the petitioner states the only realistic option is to 

license the Maverick for ground operations under state rules for motor vehicles instituted 

for innovative, tow production vehicles that fit a specific need and that this action is in 

the best interest of the public. 

The petitioner states that even though the Maverick will not meet all FMTVSS, there are 

items that are required by local state DMVs to make the vehicle roadablc that result in 

added weight compared to a conventional configuration PPC. Those features (with their 

associated additional weights in parentheses) include: 

1. A completely independent ground drive system with full, safe readable 

capabilities including a transmission with a differential and reversing 

capabilities, driving robust drive axles through a CVT drive - (120 to 140 

pounds) 

2. A robust, active suspension system - (25 pounds) 

3. Automotive headlights, blinkers, stop lights, speedometer, windshield clearing 

system - (6 to 10 pounds) 

4. A hce\7 duty braking system on all wheels - (12 to 15 pounds) 
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5. Four large roadworthy wheels and tires - (50 to 65 pounds) 

6. Structure necessary to malce the fuselage capable of protecting the operator 

and occupants dimng a collision - (35 pounds) 

The petitioner states that these items add between 248 and 290 pounds to a roadable PPC 

LSA, even if great care is given to cutting the weight of these extra systems while still 

adequately addressing safety concerns. ITEC claims that the weight of these additional 

systems and stRictures would easily exceed 400 pounds if great care were not exercised in 

keeping the weight to a minimum. ITEC states that an exemption permitting the MTOW 

of the Maverick to exceed the allowable MTOW of an LSA by more than 110 pounds 

would allow for a reduction in the cost of some of the additional roadable equipment, 

systems, and structure. It would also allow for additional and desirable, but not absolutely 

necessary, features. However, ITEC states the reason it is requesting a MTOW increase of 

only 110 pound.? is that it understands and supports the reasons for limiting LSA gross 

operating weights and believes that attempting to produce ''multi-medium" LSA vehicles 

should be extremely disciplined in the area of weight reduction. The petitioner states that 

it has taken great effort to design carefully and to limit weight in every reasonable way, 

and has produced a truly robust, capable, safe and roadworthy PPC LSA that weighs less 

than 1000 pounds. ITEC further states that with the weight allowance for a standard pilot 

and passenger and baggage and fuel for two and a half hours of flight, plus reserves, the 

absolute minimtim gross weight necessary to make the Maverick practical without 

sacrificing safety, is 1,430 pounds ((550 kilograms). 

The petitioner states that the current ASTM consensus standards do not need to be 

changed in any way to allow production of a road capable and safe Maverick PPC. The 

petitioner states that "all that is needed and all that is being requested is a gross weight 

exemption allowing a MTOW of 1,430 pounds (650 kilograms), the same as the MTOW 

allowed for amphibious LSA. 

A summary of the petition was published in the Federal Register on January 14, 2011, 

(76 FR 2746). No comments were received. 

The FAA's analysis is as follows: 

The FA A has reviewed ITBC's petition and supporting information. After careful consideration. 

we find a grant of exemption subject to specific conditions and limitations would provide an 

equivalent level of safety to that of the regulation and would be in the public interest. 

The petitioner seeks an exemption to permit the issuance of a special airworthiness certificate in 

the light-sport category for its Maverick PPC. Currently PPCs certificated in this category are 

limited to MTOW of 1,320 pounds (600 kilograms), however aircraft intend for operation on 
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water may be certificated with a MTOW of 1,430 pounds (650 kilograms). The FAA established 

these requirements in the final rule "Certification of Aircraft and Airmen for the Operation of 

Light-Sport Aircraft (69 FR 44772; July 27, 2004). Although the filial rule permitted LSA 

intended for operation on water to have an increased MTOW it did rot contemplate the issuance 

of special airworthiness certificates in the light-sport category for aircraft tliat could also be 

operated on public roads as presented by the petitioner, As the agency has determined that the 

safe conduct of operations while in flight and on water necessitates a MTOW for SLSA that is 

higher than that specified for SLSA that arc not intended for operation on water, it believes that 

the petitioner should be afforded similar relief for an aircraft design that is also intended for 

operation on public roads. 

Each SLSA aircraft design must meet consensus standards acceptable to the FAA and the FAA's 

primary concern in evaluating the Maverick PPC is that it is as safe as any other PPC with SLSA 

airworthiness certification. The FAA specifically reviewed each feature that ITEC asserted was 

necessary to permit registration and licensing of the PPC for road use and the associated weight 

of each feature. The FAA also verified that the Maverick is capable of being registered and 

licensed in a State to operate on public roads and that an example has been registered and 

licensed as such. Accordingly, the FAA has determined that the vehicle is intended for use on 

public roads. 

The FAA also reviewed the design of the aircraft with special emphasis on the design 

characteristics of the vehicle's ground-drive system which has reversing capability and is able to 

propel the aircraft in ground mode through a wheel or wheels in contact with the road surface 

while the air propulsion system is static. As the operation and maintenance of the vehicle while 

in "roadablc" mode could have a significant effect on the aircraft's operation while in flight 

mode, the FAA further reviewed the petitioner's maintenance and operating procedures and 

limitations fox "roadable" mode. Additionally, the agency specifically reviewed the petitioner's 

operating instructions for each mode of operation, with particular attention given to the 

petitioner's instructions for transition between modes of operation. The FAA finds that the 

design features incoi:porated in the Maverick PPC to permit roadable operations do not have an 

adverse affect on safety, 

A grant of exemption would allow certification of the "Maverick'' as a roadable PPC LSA with a 

MTOW up to 1,430 pounds (650 kilograms). Without a grant of exemption the aircraft would be 

required to meet appUcablc ASTM consensus standards for conventional configuration PPC LSA 

which would only permit a MTOW of 1,320 pounds (600 kilograms). We reviewed ITEC's list 

of items (and their associated weiglits) needed to make the vehicle roadable. Inclusion of those 

items results in added weight compared to a conventional configuration PPC. The FAA agrees 

with the need for additional weight associated with the ground-drive system that is necessary for 

the PPC to operate safely on public roads. Credit for additional weight for the groimd-drive 

system above the MTOW of 1,320 pounds (600 kilograms), however, will only be granted up to 

a MTOW of 1,430 pounds (650 kilograms), and is provided based on the ITEC Maverick having 

met state eligibility licensing and eligibility requirements and having been issued a Vehicle 

Identification Number (VIN). 
06/28/2011 12:27 8163294105 SAD PAGE 07/08 

Accordingly we find that, with the conditions and limitations specified, this exemption provides 

an equivalent level of safety to that of a conventional configuration PPC LSA that has been 

issued a special airworthiness certificate in the lighl-sport category. 

The FAA's Decision: 

In consideration of the foregoing, 1 find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C §§ 40113 and 44701, delegated to me 

by the Administrator, Indigenous Peoples Technology and Education Center, Inc. (ITEC), is 

granted an exemption from 14 CFR § 21.190(c)(2) to the extent necessary to allow TTEC 

Maverick PPC with a MTOW of not more than 1,430 pounds (650 kilograms), that otherwise 

meet the requirements of § 21.190, to be eligible for issuance of a special airworthiness 

certificate in the light-sport categoiy. 

Conditions and Limitations 

1. This grant of exemption applies only to the ITEC Maverick PPC model number 

Maverick SP, serial numbers MS90'oi -MS9999. 

2. Each person operating an ITEC Maverick SP certificated under the provisions of this 

exemption must comply with all Federal, State, and local laws and regulations 

applicable to the operation of a powered parachute from any street, road, or highway 

when such operations are conducted, 

3. Each ITEC Maverick SP certificated under the provisions of this exemption must have 

an installed and operable ground-drive system with reversing capability that propels 

the aircraft in ground mode tltrough a wheel or wheels in contact with tlie road surface 

while the air propulsion system is static. 

4. The aircraft's operating instructions must contain specific instructions for each mode 

of operation, to include roadable mode and the transition between modes of operation. 

5. ITEC must supply each purchaser of an ITEC Maverick SP certificated urder the 

provisions of this exemption with a copy of the exemption. A copy of the exemption 

must be can'icd on board each aircraft. 

6. ITEC must maintain a current record of all owners of Maverick SP certificated under 

the provisions of this exemption. The record must be made available to the FAA upon 

request. 

7. ITEC may issue a Manufacturer's Statement of Compliance (FAA Form 8130-15) for 

each Maverick SP with a maximum take-off weight (MTOW) of not more than 1,430 

pounds (650 kilograms) provided the aircraft otherwise meets the provisions of the 

identified consensus standard. 
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8. No person may operate an ITEC Maverick SP certificated imderthe provisions of this 

exemption unless it is registered and licensed for road use by a Federal, State or local 

licensing authority, and the equipment required for road use is installed and operable 

on the aircraft. 

9. Licensing and registration of the ITEC Maverick SP for road use is the responsibility 

of the aircraft owner/operator, and is independent of FAA airworthiness certification. 

When operated in roadablc configuration, the operator must adhere to all Federal, 

State, and local laws and regulations applicable to its operation. 

10. Wiien operating the ITEC Maverick SP in flight mode, the operator must adhere to all 

applicable general operating rules and flight rules for aircraft in 14 CFR Part 91. 

11. Bach person operating an ITEC Maverick SP ceitificated under the provisions of this 

exemption must operate the aircraft in accordance with the assigned operating 

limitations that form a part of the Special Airworthiness Certificate. 

12. Tlie ITEC Maverick SP contains equipment not traditionally found in certificated 

aircraft. Any maintenance, prevenfive maintenance, repairs, or alterations of 

equipment necessary for road use must be addressed in the aircraft's maintenance and 

inspection procedures. 

13. An ITEC Maverick SP certificated under the provisions of this exempfion may not be 

operated by a person exercising the privileges of a sport pilot certificate. 

14. A person exercising the privileges of a repairman certificate (Jight-sport aircraft) may 

not perform work on an ITEC Maverick SP certificated under the provisions of this 

exemption. 

Issued in Kansas City, MO, on June 27, 20U. 

Earl Lawrence 

Manager, Small Airplane Directorate 

Aircraft Certification Service